CN113609437A - Gasoline engine GPF accumulated carbon calculation method - Google Patents
Gasoline engine GPF accumulated carbon calculation method Download PDFInfo
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- 229910052799 carbon Inorganic materials 0.000 title claims abstract description 137
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 title claims abstract description 135
- 238000004364 calculation method Methods 0.000 title claims abstract description 43
- 238000012937 correction Methods 0.000 claims abstract description 48
- 239000000446 fuel Substances 0.000 claims abstract description 47
- 238000000034 method Methods 0.000 claims abstract description 21
- 238000009825 accumulation Methods 0.000 claims abstract description 19
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims abstract description 19
- 230000001133 acceleration Effects 0.000 claims description 21
- 230000008859 change Effects 0.000 claims description 14
- 230000008569 process Effects 0.000 claims description 11
- 230000001052 transient effect Effects 0.000 claims description 6
- 238000005303 weighing Methods 0.000 claims description 3
- 239000004071 soot Substances 0.000 abstract description 5
- 239000002245 particle Substances 0.000 description 9
- 230000008929 regeneration Effects 0.000 description 4
- 238000011069 regeneration method Methods 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 239000007789 gas Substances 0.000 description 3
- 239000000919 ceramic Substances 0.000 description 2
- 238000011217 control strategy Methods 0.000 description 2
- 230000001186 cumulative effect Effects 0.000 description 2
- 230000007547 defect Effects 0.000 description 2
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- 238000012360 testing method Methods 0.000 description 2
- 238000013459 approach Methods 0.000 description 1
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 239000003054 catalyst Substances 0.000 description 1
- 210000002421 cell wall Anatomy 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000001914 filtration Methods 0.000 description 1
- 239000010419 fine particle Substances 0.000 description 1
- 239000000295 fuel oil Substances 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 238000002156 mixing Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 239000003921 oil Substances 0.000 description 1
- 229910052760 oxygen Inorganic materials 0.000 description 1
- 239000001301 oxygen Substances 0.000 description 1
- 239000013618 particulate matter Substances 0.000 description 1
- 239000011148 porous material Substances 0.000 description 1
- 230000001172 regenerating effect Effects 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
- 238000009736 wetting Methods 0.000 description 1
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- G06F17/10—Complex mathematical operations
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
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- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
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- F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
- F01N2900/06—Parameters used for exhaust control or diagnosing
- F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
- F01N2900/1606—Particle filter loading or soot amount
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- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
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Abstract
The invention relates to a calculation method for gasoline engine GPF accumulated carbon, which reads the variable value of a gasoline engine; inquiring a basic accumulated carbon quantity table and an air-fuel ratio/water temperature correction coefficient table; according to the running working condition of the whole vehicle, the method is divided into six stages of starting, idling, accelerating, decelerating, uniform speed, gear shifting and the like, according to the characteristics of each part, inquiry is carried out from a basic table of particulate matters discharged by an engine, correction is carried out according to the characteristics of air-fuel ratio of each working condition point, and meanwhile, the distribution states of the soot deposited in a GPF pipeline are different under the driving of exhaust airflow under different working conditions, so that the final carbon accumulation amount of the GPF is obtained.
Description
Technical Field
The invention belongs to the technical field of engine exhaust, and particularly relates to a calculation method for gasoline engine GPF accumulated carbon.
Background
As emission standards increase, the most significant changes are the change in test cycles and tightening of emission limits, which correspondingly greatly increases the requirements for emission control technology. Gasoline engines are increasingly used in passenger vehicles and light commercial vehicles because of their advantages such as better dynamic performance, fuel economy, driveability and NVH. The phenomena of uneven oil-gas mixing, fuel oil wall wetting and the like of the gasoline engine easily cause the generation of the emission quality and quantity of particulate matters, and the phenomena are more worsened in WLTC and RDE test cycles with more transient working conditions, so that the addition of a particle trap (GPF) in an aftertreatment system is a good solution.
The technical scheme of TWC (three-way catalyst) + GPF, the close coupling and chassis type arrangement scheme have the characteristics, the former has the advantages that the problem of regeneration of particulate matters can be basically solved by passive regeneration, and the defects that the inlet temperature of GPF is high, and the problem of low GPF capture efficiency caused by excessively fine engine emission particles can occur; the latter has the advantages that the engine exhaust particles are more suitable for GPF operation, the capture and conversion efficiency of GPF can be improved, and the defects that combustion of the particles cannot be realized only by means of passive regeneration under certain working conditions, active regeneration must be introduced, and a proper control strategy is designed.
The basis and the premise of regenerative control strategy design are that the carbon accumulation amount in the GPF is accurately calculated, the working process of a vehicle with a manual gear and the working process of a vehicle with an automatic gear are different, and different influences are caused on the calculation of the carbon accumulation amount.
The prior art generally has the following three ways for calculating the accumulated carbon amount:
the first method is that according to information such as the rotating speed of an engine, the opening degree of a throttle valve, the exhaust temperature of a GPF inlet and the like, a plurality of accumulated carbon calculation working conditions are divided, and according to the running mileage under various working conditions and the accumulated carbon coefficient per kilometer under various accumulated carbon working conditions, the current accumulated carbon total amount is calculated. The disadvantage of this approach is the lack of air-fuel ratio conditions and the lack of shift process conditions.
Secondly, three intervals are divided based on the time period and the temperature period of the engine operation, wherein the first interval calculates the original carbon emission of the engine, the second interval and the third interval calculate the consumption of carbon in the GPF, and the carbon consumption is subtracted from the consumption of the carbon in the GPF, so that the carbon content captured by the GPF is obtained. Only two control intervals with carbon consumption are divided, so that the requirement of actual control cannot be met, and the estimation accuracy is insufficient.
And thirdly, estimating the total accumulated carbon amount based on the change of the pressure difference between two ends of the GPF under the no-load and accumulated carbon states, wherein the pressure difference and the accumulated carbon amount do not have an absolute one-to-one correspondence relationship, so that the estimation mode cannot obtain an accurate estimated value of the accumulated carbon amount.
Disclosure of Invention
The invention aims to provide a calculation method for carbon accumulation of a gasoline engine GPF (general purpose engine) to solve the problems that the carbon accumulation can not be accurately estimated based on a differential pressure signal and the influence of the transient working condition of an engine and a finished automobile on the carbon accumulation in the GPF is corrected.
In order to realize the purpose, the invention is realized by the following technical scheme:
a calculation method for accumulated carbon of GPF of a gasoline engine comprises the following steps:
s1, reading the variable value of the gasoline engine;
s2, inquiring a basic accumulated carbon quantity table and an air-fuel ratio/water temperature correction coefficient table;
s3, identifying the working condition, judging whether the current working condition is a rapid acceleration working condition, and if so, adding a rapid acceleration correction quantity mu dym on the basis of the step S2; if not, judging whether the gear shifting working condition/the rapid deceleration working condition exists or not, if so, subtracting the carbon consumption delta m _ dym, otherwise, setting the carbon consumption delta m _ dym as 0;
s4, calculating the accumulated carbon amount according to an accumulated carbon amount calculation formula, wherein the accumulated carbon amount calculation formula is as follows: m _ foot × μ dym- Δ M _ dym, where M _ foot is the accumulated carbon amount in g, M _ base is the basic accumulated carbon amount, μ dym is the rapid acceleration correction amount, and Δ M _ dym is the carbon consumption amount.
Further, the basic accumulated carbon meter is based on the whole vehicle environment, the accumulated carbon amount under each working condition point is obtained by adjusting different engine rotating speeds and loads and weighing through a balance, the accumulated carbon amount is filled into a calibration table to obtain a basic accumulated carbon amount meter, the basic accumulated carbon amount meter is used as the basis of subsequent calculation, and m _ base is obtained through query.
Further, the air-fuel ratio/water temperature correction coefficient table is based on a basic accumulated carbon table, and is corrected according to the actual conditions of the vehicle in the running process of the whole vehicle, including the conditions of water temperature change and air-fuel ratio change, so that the air-fuel ratio/water temperature correction coefficient table is obtained.
Further, the working condition identification comprises six transient working conditions including a starting working condition, an idling working condition, an accelerating working condition, a decelerating working condition, a uniform speed working condition and a gear shifting working condition, wherein the starting working condition, the idling working condition, the accelerating working condition and the uniform speed working condition are classified as carbon accumulation positive contribution working conditions, and the decelerating working condition and the gear shifting working condition are classified as carbon accumulation negative contribution working conditions.
Further, the starting working condition comprises stages of dragging of the engine, starting air-fuel ratio control, speed overshoot and speed return to idle speed, the correction coefficient of the starting working condition not only queries an air-fuel ratio/water temperature correction coefficient table and an inlet temperature and load correction coefficient table, but also calculates eta according to the time of the overshoot speed and the speed return to idle speed, and adds the eta to obtain the accumulated carbon amount calculation correction coefficient mu st of the starting working condition;
the idling working condition is obtained by inquiring a basic accumulated carbon quantity table and an air-fuel ratio/water temperature correction coefficient table and is marked as mu idle;
in the acceleration working condition, the accumulated carbon amount in the GPF during emergency acceleration is obtained by inquiring a carbon escape amount table caused by large load of the engine load and the accelerator pedal change rate and overlapping the carbon escape amount table with a basic accumulated carbon amount table;
the deceleration working condition comprises non-fuel-cut deceleration and fuel-cut deceleration, wherein the calculation mode of the non-fuel-cut deceleration of the vehicle is the same as that of the constant speed working condition, and the calculation mode of the fuel-cut deceleration of the vehicle is the same as that of the gear shifting working condition;
the calculation mode of the constant speed working condition and the idle speed working condition is the same;
and obtaining the carbon consumption by inquiring a carbon consumption table in the gear shifting process under the gear shifting working condition, wherein the basic accumulated carbon quantity-carbon consumption is the accumulated carbon quantity under the gear shifting working condition.
The invention has the beneficial effects that:
the technical scheme provides a calculation method and a calibration method of accumulated carbon quantity of a gasoline engine particle trap (GPF) based on actual operation conditions of an engine and a whole vehicle, the calculation method and the calibration method are divided into six stages of starting, idling, accelerating, decelerating, uniform speed, gear shifting and the like according to the operation conditions of the whole vehicle, aiming at the characteristics of each part, inquiry is carried out in a basic accumulated carbon quantity meter for discharging particles from the engine and correction is carried out according to the characteristics of air-fuel ratios of various operation points, and meanwhile, the distribution states of sot deposited in a GPF pipeline are different under the driving of exhaust airflow under different operation conditions, so that the final GPF accumulated carbon quantity is obtained.
Drawings
FIG. 1 is a schematic view of the operation condition of the whole vehicle;
FIG. 2 is a block diagram of accumulated carbon calculation;
fig. 3 is a logic diagram of accumulated carbon amount calculation.
Detailed Description
The technical solutions of the present invention are described in detail below by examples, and the following examples are only exemplary and can be used only for explaining and explaining the technical solutions of the present invention, but not construed as limiting the technical solutions of the present invention.
The technical scheme provides a calculation method and a calibration method of accumulated carbon quantity of a gasoline engine particle trap (GPF) based on actual operation conditions of an engine and a whole vehicle, the calculation method and the calibration method are divided into six stages of starting, idling, accelerating, decelerating, uniform speed, gear shifting and the like according to the operation conditions of the whole vehicle, aiming at the characteristics of each part, inquiry is carried out from a basic table of particulate matters discharged from the engine and correction is carried out according to the characteristics of air-fuel ratios of various operation points, and meanwhile, the distribution states of sots deposited in a GPF pipeline are different under the driving of exhaust airflow under different operation conditions, so that the final accumulated carbon quantity of the GPF is obtained.
According to the actual working characteristics of the whole vehicle, six working areas of starting, idling, accelerating, decelerating, uniform speed and shifting are divided, the contribution degree of each working area to the accumulated carbon amount is different, the accumulated carbon correction coefficient mu x under different working conditions is calculated according to parameters such as different rotating speeds, loads, air-fuel ratio changes and accelerator pedal change rates of an engine, wherein the starting, idling, accelerating and uniform speed positively contribute to the accumulated carbon, the air-fuel ratio is lean due to oil cut-off during deceleration and shifting, the internal root of GPF is consumed in a high-temperature oxygen-rich environment, and the negative contribution is made to the accumulated carbon; meanwhile, an engine rack is utilized, and a front-back pressure difference value delta p of the GPF corresponding to different accumulated carbon amounts is obtained based on a basic accumulated carbon amount map, the pressure difference value can be read through a GPF pressure difference sensor, and the pressure difference value is in great relation with the size of the root amount and the distribution of the root amount in the GPF.
Principle for trapping particulate matters discharged by gasoline engine through GPF
The filtration mechanism of GPF is: the exhaust gas passes through the porous Wall surface at a certain Flow rate, and this process is called Wall Flow (Wall-Flow). Wall-flow particulate traps are composed of honeycomb ceramics with a certain pore density. By alternately plugging the honeycomb porous ceramic filter, the exhaust stream is forced through the cell walls and particulate matter (primarily burned carbon particles, referred to as "soot") is trapped and stored in the cavity. The accumulated amount and distribution of the Soot are greatly related to the running working conditions of the whole vehicle, different running working conditions can cause different distribution areas and qualities of accumulated carbon amount of the cavity in the GPF, as shown in figure 1, the running working conditions of the whole vehicle are divided into six stages of starting, idling, accelerating, decelerating, uniform speed, shifting and the like, and the actually accumulated amount in the GPF is calculated by combining original emission data of the Soot according to the correction of water temperature and air-fuel ratio of each stage.
Fig. 2 is a cumulative carbon amount calculation block diagram, which is composed of four parts:
the first part is basic accumulated carbon amount MAP, the basic accumulated carbon amount is based on the whole vehicle environment (such as engine water temperature is 90 ℃, or other temperatures), the accumulated carbon amount under each working condition point is obtained by adjusting different engine rotating speeds and loads and weighing through a high-precision balance (in the embodiment, the used measuring range is 20g, and the precision is 0.01 g), the basic accumulated carbon amount MAP is filled into the basic accumulated carbon amount MAP, and the basic accumulated carbon amount MAP is obtained and used as the basis of subsequent calculation, and m _ base is obtained through inquiry.
On the basis of the basic accumulated carbon quantity table, the actual condition of the vehicle in the running process of the whole vehicle, such as the change of water temperature from a cold machine to a heat machine, and the condition that the air-fuel ratio of the transient working condition is not the theoretical air-fuel ratio (the air-fuel ratio is equal to 14.6) are corrected, so that an air-fuel ratio/water temperature correction coefficient table is obtained, and is shown in table 1:
TABLE 1 carbon accumulation calculation correction coefficient table
From the GPF inlet temperature and load, an inlet temperature and load correction coefficient table is obtained, as shown in table 2:
TABLE 2 Inlet temperature and load correction factor
Based on the GPF inlet temperature and the shift duration, a shift schedule carbon consumption table is obtained, as shown in table 3:
TABLE 3 carbon consumption in Shift Process
A large load induced carbon slip table is obtained from the engine load and the accelerator pedal rate of change, as shown in Table 4:
TABLE 4 carbon slip due to heavy load
The accumulated carbon amount correction coefficient in table 1 is normalized and is not a true calibration value, but the calibration value of the carbon consumption MAP in table 2 is shown and may be different depending on different items.
A second part: and identifying working conditions, wherein the working condition identification is used for identifying states of six transient working conditions of starting, idling, accelerating, decelerating, uniform speed and shifting of the vehicle, the states are used as trigger conditions for controlling calculation of water temperature/air-fuel ratio correction MAP and consumption MAP during shifting, a working condition correction coefficient mu dym is generated for the four working conditions of starting, idling, accelerating and uniform speed, and a working condition correction quantity delta m _ dym is generated for the decelerating and shifting.
Starting working conditions are as follows: the stage comprises stages of dragging of an engine, starting air-fuel ratio control, rotating speed overshoot, rotating speed falling to idle speed and the like, in order to guarantee starting safety, the air-fuel ratio is richer than a theoretical air-fuel ratio, namely fuel is additionally injected into a cylinder, more soot emission is brought relative to basic accumulated carbon quantity MAP, a correction coefficient of a starting module is calculated according to the time of the overshoot rotating speed falling to idle speed to obtain eta besides a look-up table 1 and a look-up table 2, and the correction coefficient is added to obtain the accumulated carbon quantity calculation correction coefficient mu st of the starting stage.
Idling condition: the rotational speed in the idling stage is low (700 r/min-1200 r/min) and the load is small (20% -40%), and the correction parameters in this stage are obtained by referring to tables 1 and 2 and are denoted as μ idle.
Acceleration condition: the method includes uniform acceleration and rapid acceleration. The uniform acceleration can be processed according to the uniform working condition, and is not described again. And when the vehicle accelerates suddenly, the air-fuel ratio can be enriched, the air flow through the GPF is increased, the gas flow velocity is increased, and some fine particles can escape through the pipe wall and are directly discharged into the atmosphere, so that the carbon accumulation amount of the GPF is reduced, and for the working condition, a sudden acceleration correction coefficient mu acc (smaller than 1) is calculated according to the change rate and the load of an accelerator pedal and is used for subsequent calculation. The basic idea is that when a driver accelerates suddenly, a control system reads an engine load signal and an accelerator pedal change rate (delta accelerator pedal opening/required time), and obtains a sudden acceleration correction coefficient [ mu ] acc through a look-up table 4, namely the larger the accelerator pedal change rate is, the larger the load is, the smaller the correction coefficient is, and the less the carbon accumulation amount of GPF is; at the same time, however, the air-fuel ratio is rich at the time of rapid acceleration, and the effect of the increase in the accumulated carbon amount due to the rich-up is found by referring to table 1. The two effects are superposed to obtain the carbon accumulation amount correction coefficient in the GPF during rapid acceleration.
And (3) deceleration working condition: the method is divided into non-fuel-cut deceleration and fuel-cut deceleration. When the vehicle is not in fuel cut-off deceleration, the rotating speed of the engine is reduced, the load is reduced, and the control mode is similar to the constant speed in general and is not described again. And when the vehicle is in fuel cut and decelerates, the air-fuel ratio can be reduced, the control mode at the moment is the same as the calculation mode of the gear shifting working condition, and the correction coefficient is m dec.
And (3) under a uniform working condition: the vehicle runs at a constant speed, the working condition is stable, the method refers to the idling working condition, and the correction coefficient is mu cons.
The gear shifting working condition is as follows: during the driving process of the manual transmission vehicle, gear shifting operation exists, an engine management system can actively perform fuel cut control for smooth clutch combination in each gear shifting, during the fuel cut, the air-fuel ratio can be approximately considered to be infinite (the air-fuel ratio is equal to air quantity/fuel quantity, and the fuel quantity is zero during the fuel cut), namely high-temperature air is filled into the GPF, and accumulated carbon particles in the GPF are burnt, so that the carbon consumption of the transition working condition needs to be calculated to obtain an accurate accumulated carbon value, a table 3 can be inquired, for the fuel cut deceleration during the deceleration, the same method can be used for calculating, only the gear shifting duration is changed into the fuel cut duration, the principle is the same, and the correction coefficient is m gear.
As shown in fig. 3, the present application provides a calculation method for cumulative carbon of GPF of a gasoline engine, comprising the following steps:
and S1, reading the variable value of the gasoline engine.
And S2, inquiring the basic accumulated carbon quantity table and the air-fuel ratio/water temperature correction coefficient table.
S3, identifying the working condition, judging whether the current working condition is a rapid acceleration working condition, and if so, adding a rapid acceleration correction quantity mu dym on the basis of the step S2; and if not, judging whether the gear shifting working condition/the rapid deceleration working condition exists or not, if so, subtracting the carbon consumption delta m _ dym, and if not, setting the carbon consumption delta m _ dym as 0.
S4, calculating the accumulated carbon amount according to an accumulated carbon amount calculation formula, wherein the accumulated carbon amount calculation formula is as follows: m _ foot × μ dym- Δ M _ dym, where M _ foot is the accumulated carbon amount in g, M _ base is the basic accumulated carbon amount, μ dym is the rapid acceleration correction amount, and Δ M _ dym is the carbon consumption amount.
The foregoing shows and describes the general principles and broad features of the present invention and advantages thereof. It will be understood by those skilled in the art that the present invention is not limited to the embodiments described above, which are described in the specification and illustrated only to illustrate the principle of the present invention, but that various changes and modifications may be made therein without departing from the spirit and scope of the present invention, which fall within the scope of the invention as claimed. The scope of the invention is defined by the appended claims and equivalents thereof.
Claims (5)
1. A calculation method for accumulated carbon of GPF of a gasoline engine is characterized by comprising the following steps:
s1, reading the variable value of the gasoline engine;
s2, inquiring a basic accumulated carbon quantity table and an air-fuel ratio/water temperature correction coefficient table;
s3, identifying the working condition, judging whether the current working condition is a rapid acceleration working condition, and if so, adding a rapid acceleration correction quantity mu dym on the basis of the step S2; if not, judging whether the gear shifting working condition/the rapid deceleration working condition exists or not, if so, subtracting the carbon consumption delta m _ dym, otherwise, setting the carbon consumption delta m _ dym as 0;
s4, calculating the accumulated carbon amount according to an accumulated carbon amount calculation formula, wherein the accumulated carbon amount calculation formula is as follows: m _ foot × μ dym- Δ M _ dym, where M _ foot is the accumulated carbon amount in g, M _ base is the basic accumulated carbon amount, μ dym is the rapid acceleration correction amount, and Δ M _ dym is the carbon consumption amount.
2. The calculation method for the accumulated carbon of the GPF of the gasoline engine according to claim 1, wherein the basic accumulated carbon meter is obtained by adjusting different engine speeds and loads based on the whole vehicle environment, weighing the engine speeds and loads through a balance to obtain the accumulated carbon quantity at each working condition point, filling the accumulated carbon quantity in a calibration table to obtain a basic accumulated carbon quantity meter, and inquiring the basic accumulated carbon quantity meter to obtain the m _ base as a basis for subsequent calculation.
3. The calculation method for GPF carbon accumulation of the gasoline engine according to claim 1, wherein the air-fuel ratio/water temperature correction coefficient table is based on a basic carbon accumulation table, and is corrected according to the actual conditions of the vehicle during the running process of the whole vehicle, including the conditions of water temperature change and air-fuel ratio change, so as to obtain the air-fuel ratio/water temperature correction coefficient table.
4. The GPF carbon accumulation calculation method of the gasoline engine as claimed in claim 1, wherein the condition identification comprises six transient conditions, namely a starting condition, an idling condition, an accelerating condition, a decelerating condition, a constant speed condition and a gear shifting condition, wherein the starting condition, the idling condition, the accelerating condition and the constant speed condition are classified as carbon accumulation positive contribution conditions, and the decelerating condition and the gear shifting condition are classified as carbon accumulation negative contribution conditions.
5. The GPF carbon accumulation calculation method of the gasoline engine according to claim 4, wherein the starting condition comprises the stages of engine dragging, starting air-fuel ratio control, speed overshoot, speed drop to idle, the correction coefficient of the starting condition is calculated to obtain η according to the time of the overshoot speed and the speed drop to idle, in addition to inquiring the air-fuel ratio/water temperature correction coefficient table and the inlet temperature and load correction coefficient table, and the three are added to obtain the carbon accumulation calculation correction coefficient μ st of the starting condition;
the idling working condition is obtained by inquiring a basic accumulated carbon quantity table and an air-fuel ratio/water temperature correction coefficient table and is marked as mu idle;
in the acceleration working condition, the accumulated carbon amount in the GPF during emergency acceleration is obtained by inquiring a carbon escape amount table caused by large load of the engine load and the accelerator pedal change rate and overlapping the carbon escape amount table with a basic accumulated carbon amount table;
the deceleration working condition comprises non-fuel-cut deceleration and fuel-cut deceleration, wherein the calculation mode of the non-fuel-cut deceleration of the vehicle is the same as that of the constant speed working condition, and the calculation mode of the fuel-cut deceleration of the vehicle is the same as that of the gear shifting working condition;
the calculation mode of the constant speed working condition and the idle speed working condition is the same;
and obtaining the carbon consumption by inquiring a carbon consumption table in the gear shifting process under the gear shifting working condition, wherein the basic accumulated carbon quantity-carbon consumption is the accumulated carbon quantity under the gear shifting working condition.
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113866350A (en) * | 2021-08-30 | 2021-12-31 | 东风柳州汽车有限公司 | Method, device and equipment for measuring accumulated carbon quantity of vehicle and storage medium |
| CN115163817A (en) * | 2022-06-28 | 2022-10-11 | 中国第一汽车股份有限公司 | Gear shifting control method and device of transmission, electronic equipment and storage medium |
| CN116625697A (en) * | 2023-07-24 | 2023-08-22 | 中汽研汽车检验中心(昆明)有限公司 | Method and device for measuring accumulated carbon of diesel engine, electronic equipment and storage medium |
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| CN116625697A (en) * | 2023-07-24 | 2023-08-22 | 中汽研汽车检验中心(昆明)有限公司 | Method and device for measuring accumulated carbon of diesel engine, electronic equipment and storage medium |
| CN116625697B (en) * | 2023-07-24 | 2023-11-21 | 中汽研汽车检验中心(昆明)有限公司 | Method and device for measuring accumulated carbon of diesel engine, electronic equipment and storage medium |
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